Air-brake or train-pipe valve.



A. 0LES O N. AIR BRAKE 0R TRAIN PIPE VALVE.

APPLICATION FILED NOV. 20, 190 5.

Patented Apr. 26, 1910.

WITNESSES 42 9% 62M ANDREW a Grimm cm FMOTO-UTHOGRAPHER$WASHINGTON, u c

ALBERT OLESON, 0F TOLEDO, OHIG.

AIR-BRAKE OR TRAIN-PIPE VALVE.

Specification of Letters Patent.

Patented Apr. 26, 1910.

Application filed November 20, 1905. Serial No. 288,109.

To all whom it may concern:

Be it known that I, ALBERT OLESON, a citizen of the United States,residing at Toledo, county of Lucas, State of Ohio, have invented acertain new and useful Improvement in Air-Brake or Train-Pipe Valves,and declare the following to be a full, clear, and exact description ofthe same, such as will enable others skilled in the art to which itpertains to make and use the same, reference being had to theaccompanying drawings, which form a part of this specification.

This invention relates to check valves for controlling the pressure ofair in the train pipe of the air brake system of a railroad train, andhas for its object an automatic check valve adapted to prevent a suddendiminution from the pressure normally maintained in a train pipe upon asudden break therein due to some such cause as the breaking in two ofthe train or accidental parting or bursting of any portion of the pipe.

The principles of operation of an air brake system being based uponequalization of pressure between the auxiliary air reservoir on each carand the pressure maintained in the train line, and a setting orreleasing of the brakes effected by variations in such equilibrium, itis essential that some means be provided for guarding against the veryradical diminution in pressure from the 70 pounds normally maintained inthe trainpipe to atmospheric pressure in the event of a break in thepipe, which would much more quickly and sharply allow the pressure fromthe auxiliary reservoir in each car to set the brakes, than would be thecase in the event of the reduction of 7 to 10 pounds in the train linepressure made by the engineer intentionally and under his completecontrol when he desires to set the brakes for a routine stop. In thecase of a train breaking in two, the automatic setting of the brakes dueto this diminution in pressure is desirable as far as the rear sectionof the train is concerned, but should the same result occur with thefront section, even though it is still connected with the main reservoircarried by the engine, it would be impossible to keep up the pressure inthe train line especially as to the cars nearest the break in the line;this would result in setting the brakes, stopping this forward section,and possibly a collision with the detached cars. Attempts have been madeto overcome this difficulty by locating valves actuated as to theirforward movement by spring pressure only at the terminals of the trainline pipe on each car, such valves being attached to the flexible orhose portion on the coupler member or head to close the aperture in thecasting when the face of the valve normally controlling the flow throughthe train pipe is exposed by break, by boring in the outer end of thecap member, a hole through which, when the valve is drawn away from thatend, atmospheric air can enter thus preventing the formation of a vacuumat the rear of the valve member when the valve is actuated and of apressure when it is sought to restore it to its normal position. This,however, has proved objectionable and unreliable because of the tendencyof the cap and the entire coupling to become coated with ice in coldweather.

In the drawings :Figure 1, is an elevation partly in section of a pairof meeting train pipe couplers, the lower portion of the drawing, whichis not in section, being added to illustrate the position of the cap inreference of the coupler. Fig. 2, is a detail sectional elevation of theinterior of the valve and cylinder members. Fig. 3, is a perspective ofthe inside of the crown piece of the cylinder shown in Figs. 1 and 2..Fig. 4, is a perspective of the ring used to hold the parts togetherwithin the cap portion. Fig. 5, is a perspective of the piston member ofFigs. 1 and 2. Fig. 6, is a sectional elevation partly in perspective ofa modified form of valve member. Fig. 7, is a perspective of the innerface of the crown piece of the type of cylinder shown in Fig. 6.

A and A represent the train pipes of two adjacent cars, the line leadingfrom A being intended to represent the foremost of the two in thearrangement of the train.

0 and C are the usual type of coupler members, and g and g are therubber gaskets which enable their point of union to be made air tight.

1 is a cap or closed cylindrical casing screwed into the opposite sideof the coupler member from that occupied by the gasket g, and whenscrewed in position it forms an air tight bay or recess for thereception of the automatic check valve, which forms the subject of thisinvention.

2 is a cylindrical valve member having a collar 2 of somewhat largerdiameter at one end thereof. The crown piece 3 screws into the oppositeend of the cylinder from the collar 2 this crown piece is pierced at itscenter for the engagement therethrough of a pin valve 4, which is itselflongitudinally bored for a portion of its length, as hereinafterdescribed, and which is carried by and is a part of a piston member 5which engages within the cylindrical member 2. The crown piece is alsopierced with transverse passages 5 and 3 and 3 which reach only to thechimney 4 surrounding the center hole 4P which is shown at the top ofFigs. 2 and 6.- The entire valve member 2 is intended to fit onlyloosely in the inclosing casing 1, thus leaving a passage around thecollar 2 and between it and the walls of the cap 1 through which thecompressed air passes on into the chamber within that portion of thevalve piece 2.

lVhen first adjusted and coupled up, the train pipe air is, of course,at atmospheric pressure; this is raised by the air pump on the engine tousually about pounds; this increase of pressure, of course, extends toall parts of the system, both the train pipe and the auxiliary reservoiron each car. When this condition is reached, the parts, including thebrake cylinder and train line check valves, are in a state ofequilibrium, and are held thus while the train is running and as long asno accident occurs. Effort of the compressed air within the train lineto distribute itself uniformly has resulted in some of it escaping fromthe train pipe through the holes 3, 3", 3, and the bore 4t in the pinvalve l int-o the interior of the cap 1. Some of this pressure operatesupon the stem or pin valve 4 and the head of the piston memher 5 whichcarries the pin valve, to press it inward, that is, toward the closedend of the cap. The travel of the piston in this direction is limited bythe inwardly extending flange 51. Compressed air has also traveledaround the collar 2 which fits somewhat loosely within the cap 1 thisend of the cylinder valve member being at the extreme end of the cap 1,and thus gains access to the chamber behind the piston member 5, tendingto force it away from the closed end of the cap, but not actually movingit from this position until a reduction in the train pipe pressurereduces the pressure on the outer end of the piston member. Vithin theouter end of the cylindrical member 2 is a spiral spring 7 abuttingagainst the encircling collar 42 at the base of the pinvalve 4 on theouter end of the piston member 5, and with its other end against theinner face of the crown piece 8 without, however, interfering with thefree passage of air through the holes 3, 3 3, which at that point are inthe form of troughs or valleys in the inner face of the crown piece;this spring is of such strength that upon the slightest variation in thepressure on the two faces of the crown piece 3, and so upon the outerface of the piston 5 against which it abuts, the piston will, by thepressure of air behind it, be forced out wardly against the resistanceof the spiral spring 7 against the crown piece 3, which it in turnforces outwardly and against the resistance of the spring 9 until it,thecrown piece, engages tightly the edges of the passage ]L which leadsto the coupler at the end of the flexible pipe on the adjoining car. Theoutward travel of the entire cylindrical member is resisted by thespring 9, which engages against the collar 2 and the inwardly toothedring 9 (which is shown in detailed perspective in Fig. 4t), whose openportions permit the passage past it of the compressed air when travelingtoward the inner compartments of the valve in practically undiminishedquantity. Its shape also admits of easy clamping seizure of the ring bythe adjusting wrench.

In the normal position of the parts of the valve shown in Fig. 2, thepiston member 5 of which the stem or pin 4 is a part, is such that thesmall arm 6 of the bored center portion of the pin opens freely anddirectly into the space between the crown piece 3 and the head of thepiston 5, thus cooperating with the holes 3, 3 and 8 in the crown piecein furnishing communication with the train pipe or the atmosphere, asthe case may be. When, however, a decrease of pressure on the outer faceof the piston results in its movement toward the crown piece the pin 4moves farther into the chimney 4* until the outer end of the part c ofthe bore is closed by the walls of the chimney. The extent to which thepiston and pin are moved depends of course on the degree of exhaustionof pressure on the outer side (which is communicated to the inside bythe always open holes 3 3", and 3 in the crown piece 3) and the strengthof the spring 7, and is limited by the collar 42 abutting against theinner end of the chimney a and the outer rim of the piston memberabutting against the annular portion of the crown piece which threadsinto the end of the cylinder. lVhen the piston has advanced suflicientlyto close the part c, the continued pressure behind the piston 5 forcesthe entire cylinder out from the cap 1 and against the seat geffectually closing that section of the train pipe which it terminatesagainst all communication with the part to the rear when the couplingheads are separated or an intermediate portion be gins to leak; the partforward of this point being still connected with the engine, and thuswith the main reservoir, the pressure is maintained therein with littlechange, and

the brakes held. from setting and stopping the train. The re-opening ofthe closure caused by the movement of the pin valve into the hole in thecenter of the crown piece 3 is brought about by the gradual leakage ofthe train line compressed air into the outer end of the cap 1 and aroundthe stem or pin 4 and spring 7 through the passages 3 3 and 3 in thecrown piece 3; this results in bringing the pressure on this end of thepiston 5 up to what is on the other face of the piston, and enables itsgradual actuation by the spring 7 its movement withdraws the pin 4 fromthe hole 4 in the center of the crown piece 3, and soon the end 6 of thebore is free from engagement with the inner face of the chimney, thusgreatly increasing the supply of air brought to bear on the face of thepiston 5, and making its retractive movement more rapid, until theentire piece returns to its'normal position; by this time, however,ample opportunity has been given to get the train under consv trol andstopped for repairs.

The type of valve illustrated in Figs. 6 and 7 is similar in structureand operation to that heretofore described except that the pin 4:, inplace of being as large as that of the type of Fig. 2 and boredlongitudinally, is smaller and solid. When the piston 5 is forcedforward by the compressed air behind it the pin completely closes thehole 4 and also 3 which extends through the entire crown piece,including the chimney 4P, whose walls it intersects. The holes 3 are ofthe same type as the holes 3 of the type of crown piece shown in Fig. 3.When the valve has been actuated and driven forward upon the gasket 9the only opening for the reentry of train pipe air into the pistonchamber between the crown piece 3 and the head of the piston 5 isthrough the holes 8 until the piston has been retracted sufiiciently towithdraw the pin from the hole a which at the same time again bringsinto action the holes 3 and greatly increases the rush of train pipe'air into the piston chamber.

WVhat I claim is 1. In a check valve, in combination with a couplingmember and an inclosing cap, a valve member comprising a cylindricalportion, a piston engaging therein carrying an engaging stem, a crownpiece provided with a plurality of passages through its body closing oneend of the cylinder, through which the stem engages, a spring locatedbetween said piston and said crown piece, and a spring external to saidcylindrical portion arranged to oppose the, travel of said valve memberfrom said cap, substantially as de scribed.

2. In a check valve, in combination with an inclosing cap and a couplingmember carrying the same, a cylindrical valve member, a-crown piececlosing one end of the same, a piston engaging within said cylinder,carrying a stem engaging through said crown piece, a spring within saidcylinder between said crown piece and piston member, and a springsurrounding said cylindrical member adapted to yieldingly hold the samein its position within the cap, sub stantially as described.

3. In a check valve, in combination with an inclosing cap, a valvemember comprising a cylindrical portion loosely fitting therein, apiston member terminating in a valve stem engaging therein, a crownpiece closing one end of the cylinder and provided with a plurality ofpassages through its body, a spring contained within said cylinder andopposing the movement of the piston toward the crown piece, and a secondspring external to said cylinder and holding the same against withdrawalfrom said cap, substantially as described.

4. In a check valve, in combination with a coupling member, a cap incommunication only with the interior of said coupling member, and acylindrical member normally within said cap and adapted to be partiallyejected therefrom against a seat in one face of said coupling memberupon diminution in the pressure upon the exposed face of saidcylindrical member, substantially as described.

- 5. In a check valve, in combination with an inclosing cap and acoupling member carrying the same, a valve member comprising a cylindernormally carried within said ca and having its end at the open portion 0said cap exposed to the interior of said coupling member, and meanswithin said cap and connected with said cylinder whereby upon adiminution of pressure upon the exposed end of said cylinder it may becaused to move from its normal position against a seat in the inner faceof said coupling member, substantially as described.

6. The combination, with an air brake train pipe, of a normally openvalve member engaging within a recessed portion thereof, adapted, whenbrought to a position of closure with respect to the pipe, to interferewith the further passage of air there through, the inner face of thevalve being under the actuating pressure of a supply of motive fluidstored behind the valve when the pressure upon its outer face issuddenly diminished, thereby projecting the valve member to its positionof closure, substantially as described.

7. The combination, with an air brake train pipe coupling, of a capmember communicating with the air passage therein, and a valve normallyheld in a position of equilibrium within said cap member, and out ofinterfering position with the free passage of motive fluid through thecoupling, by an N equality of pressure thereof on the opposing faces ofthe valve, and adapted to be projected from said cap member to aposition of closure with respect to said passage by a sudden diminutionof pressure upon that face adjacent to said passage, and a continuationof the train pipe pressure on that face adjacent to the cap member,substantially as described.

8. In combination with an air brake train pipe and couplings therefor, acontrolling valve on each coupling normally out of closing position withrespect to the air passage therethrough, pressure controlled meanswhereby each of said valves is caused to close upon the opening of thecouplings, there being a part of said valve containing a service leakleading to the other portions of the valve, normally closed but adaptedto be opened upon the movement of the main portion of the valve to aposition of closure with respect to the coupling.

9. The combination with an air brake train pipe, of a valve controllingthe passage therethrough, said valve being composed of a plurality ofparts adapted to have relative movement with respect to one another, aspring for holding the valve normally open, and pressure controlledmeans for closing the Valve upon a sudden diminution of pressure in thetrain pipe.

10. In combination with a train pipe, a valve member in combinationtherewith adapted to receive a store of motive fluid of the samepressure as that normally passing through said train pipe, and to benormally held by the equality of the pressure thereof upon its opposingfaces in a position of noninterference with its free passagetherethrough, and means adapted to be actuated by said stored fluidwithin the valve upon a diminution of pressure in the train pipe, andthereby upon the exposed face of the valve, whereby the valve is broughtto a position of closure With respect to the passage through the trainpipe, substantially as de scribed.

11. In combination with a train pipe for the conduct of a supply ofmotive fluid, a valve normally held from closing position with respectthereto, said valve having one portion adapted to be exposed to normaltrain pipe pressure to effect a closure, and a second portion adapted tocooperate in said operation of closure and to subsequently yield topressure of less degree than said train pipe pressure to effect anopening of the parts, substantially as described.

12. In combination with a train pipe, a valve in communication therewithand adapted to be brought by continued train pipe pressure into closingposition with respect thereto upon a diminution in pressure upon theouter face of the valve, said valve. having one portion adapted to'articipate in the operation of closure and su sequently to automaticallypermit a gradual leakage precedent to the restoration of the partstotheir normal position of rest.

18. The combination, with an air brake train pipe, of a valve memberengaging within a recessed portion thereof, and adapted to close thepipe against the passage of air therethrough, said valve consisting of aplurality of parts, one adapted to be projected from its normal positionof non-interference with the passage of air upon the cessation of thenormal equality of air pressure upon the outer face and the inner faceof the valve, and the other adapted to move with the first named part inits closure movement, and to thereafter move relatively thereto toaccomplish a gradual reopening of the passage through the pipe,substantially as described.

14:. In combination with a train pipe adapted to conduct a Supply ofmotive fluid under pressure, a valve member having a plurality ofrelatively movable parts in connection therewith normally open and outof interfering position with the passage of motive fluid therethrough,said valve being provided with an inner chamber adapted for the storageof a supply of motive fluid under pressure in a position to causerelative movement of said parts and thereby the ejection of said valy emember to a position of closure with respect to the train pipe upon adiminution of pressure of motive fluid therein, substantially asdescribed.

15. In a train pipe air system, in combination with a coupling memberand an inclosing cap secured thereto, a valve member whose parts areadapted to move relatively to one another within said cap and normallyheld, when subjected to equal pressure on each face, in a position ofpartial projection therefrom, though out of interfering position withthe free passage of motive fluid through the train pipe, and adapted tobe projected by relative movement of its parts consequent upon adiminution in the pressure upon one face and a continuation of trainpipe pressure upon the other face, to a position of closure with respectto the train pipe, substantially as described.

16. The combination, with an air brake train pipe, of a normally openvalve exposed only to pressure communicated to it through the train pipeto control the passage therethrough, the parts of the valve beingadapted to move relatively to one another, means 1 actuated by acontinuation of the normal train pipe pressure on one face of the valvesimultaneously with a sudden diminution on the other face whereby it ismoved to a position of closure with respect to the train pipe, and meansfor automatically opening a leak leading to the atmosphere after themovement of the valve to a position of closure has been completed.

17. The combination, with an air brake train pipe, of a normally openValve adaptupon the equalizing of the pressure upon ed to close thepassage therethrough, autoboth sides of the piston. 10 matic means forclosing said Valve upon a In testimony whereof, I sign thisspecificasudden diminution of pressure a secondary tion in the presenceof tWo Witnesses.

piston-operated Valve controlling a port ALBERT OLESON. leading to theatmosphere, closed by pressure Witnesses: upon the closing of the mainvalve, and a CHARLES F. BURTON,

spring for opening said secondary Valve WiLLIAM M. SWAN.

